Channeling-machine.



A. H. GIBSON.

CHANNELING MACHINE.

,APPLIOATION FILED 33.11, 1908 4 SHEETSSHEET 2.

Patented Dec. 28, 1909.

A. H. GIBSON.

GHANNELING MACHINE.

APPLIOATION FILED 23.11, 1909.

944,672, Patented Dec. 28, 19%

4 SHEETS-SHEET 3.

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lli l ED ARTHUR H. GIBSON, F EASTON, PENNSYLVANIA, ASSIGNOR TOIliGrER-SULL-RAND COMPANY, OF NEW' YORK, N. 1., A CORPORATION NEVIJERSEY.

OHANNELING-MAGHINE.

Specification of Letters Patent.

Patented 29 1*? 691.

To all urlmm it may concern:

Be it known that E, ARTHUR H. GIBSON, a subject of the King of GreatBritain, and resident of Easton, in the county of Northampton and Stateof Pennsylvania, have invented a new and useful Improvement inChanneling-Machines, of which the following is a. specification.

My invention consists in providing certain improvements in theconstruction, form and arrangement of the several parts of anelectro-pneumatic channeling machine wher by the etiiciency of themachine is increased and. the cost of operating the same is decreased.

The principal object of this present in vention is to provide certainimprovements in the construction, form and arrangements of the severalports of the work cylinder and pulsator cylinder whereby the columns ofair are more freely reciprocated through the said ports and tubesconnecting them. The ports for both the work and pulsator cylinders aregradually decreased in area from their piston chambers to the tubeswhich connect the work and pulsator cylinders. This gradual reduction inthe area of these ports prevents to a material degree the sudden changesin velocity and direction of the air and reduces materially the frictionof the air and i' ilitatcs the reciprocation of the columns of air. Alsoa material reduction in the heat owing to friction, is accomplished,thus increasing the efiiciency of the machine and insuring a moreeconomical use of the air and the power required to recipro cate thecolumns of air. Also a material reduction in the leakage of the air pastthe pistons is accomplished, and it is possible to reduce the maximumpressure of the air to a lower point than has heretofore been possiblewhere the passage of the air has been restricted by forming the portsand passages of normal areas.

There the free passage of the air has been restricted as heretofore. thevelocity of the air has to suddenly change from the velocity of thepiston to that of the tube which is many times higher. The air is unableto change so suddenly from one velocity to another and hence there arestrong eddies or currents established and a corresponding loss of powerwhich is developed by the friction caused by these strong eddies orcurrents.

Furthermore, the heat caused by this friction is transmitted to otherportions of the machine and may appear at many different points to thedetrimental working of the machine. One point where the heat frequentlyappears is in the flexible tubes which are commonly made of rubber andthe tubes are therefore caused to deteriorate because of this heatingthereof.

This invention is herein shown in connection with a track channeler inwhich a truck is provided for carrying the percussive tool, the pnlsatorand its motor.

A practical embodiment of my invention is represented in theaccompanying drawings in whichl igure 1 is a front view of the machine,the work cylinder being shown in longitudinal central section to moreclearly show the arrangement of the cylinder ports and passages. Fig. 9is a back view of the machine Fig. 3 is a top plan view. lfi l a viewpartially in section and partially in side elevation, taken in the planeof the line )i-3i of Fig. 3. looking in the direction of the arrows,Fig. at a detail section showing the manner of securing one of the gearsto its shaft. Fig. 5 is an enlarged detail section showing one of theclutches and its adjacent parts, Fig. (3 is a detail section showing thefeature of the gradual enlargement of the air passage as it leads fromone of the tubes to the work cylinder, and Fig. (5 is a similar viewshowing the same feature with respect to the other tube. Fig. '7 planview of the outer c .'linder head of the pulsator. Fig. 8 is a sectiontaken in the plane of the line B--B of Fig. 5), looking in the directionof the arrows. 9 a section taken in the plane of the line O C of Fig. 7.looking in the direction of the arrows. 1g. 10 a plan view of the innercylinder head of the pulsal'or, and Fig. ll is a section taken in theplane of the line D i) of l2, looki g in the direction ot the arrow lig. 12 is a section taken in the plane of the line E-l l of Fig. 10,looking in the direction of the arrows. Fig. 13 is a detail sectionshow' ig the means for throwing the truck driving mechanism into andoutof operation, Fig. 14 is a detail section taken in the plane of theline FF of Fig. 13 looking in the direction of the arrows, Fig. 15 is adetail longitudinal central section through the work cylinder, lookingin one direction, and Fig. 16 is a similar view looking in the op positedirection.

The truck which carries the parts is de noted by 1 and it is providedwith two axles 2 and 3, each axle having a pair of traction wheels 4arranged to travel along the track 5. The truck 1 is provided with theusual swinging back frame 6, to which is pivotally adjusted the shell 7of the work cylinder 8. The pulsator 9 is fixedly mounted on the truck1, preferably at a point about midway the ends of the truck. An electricmotor 10 is mounted on the truck in position to drive the pulsator andalso the truck. The tool is driven by reciprocating columns of airthrough the flexible tubes 11 and 12, forming air passages connectingthe opposite ends of the pulsator piston 13- with the opposite ends ofthe work cylinder 8. the present instance the tube 11 is shown asconnecting the outer end of the pulsator cylinder with the rear end ofthe work cylinder and the tube 12 is shown as connecting the inner endof the pulsator cylinder with the front end of the work cylinder.

The air passages of both tubes 11 and 12 are gradually increased in areaas they enter both the pulsator cylinder and the work cylinder, forfacilitating the passage of the air therethrough, as follows. The outercylinder head 14, which also forms part of the pump cylinder 15, isprovided with an annular port 16 surrounding the pump cylinder andopening into the outer end of the pulsator cylinder chamber, whichannular port 16 gradually decreases in area as it leads to the end ofthe tube 11. Similarly, the inner cylinder head 17, which forms part ofthe pulsator piston crank casing, is provided with an annular port 18opening directly into the inner end of the pulsator cylinder chamber,which port gradually decreases in area to the point where it connectswith the end of the tube 12.

In the form shown herein the work cylinder 8 is provided with two pistonchambers 19, 20, within which the heads 21, 22, of the work piston arefitted to reciprocate. The rear ports 23, 24, of the piston chambers 19,20, lead together and are gradually reduced in area as they reach thepoint where the tube 11 is attached. The front ports 25, 26, of thepiston chambers 19, 20, are joined together and gradually decrease inarea to the point where the tube 12 is attached. It will thus be seenthat a very free exit and en trance is provided for the air which passesthrough the tubes 11 and 12 and the points where the air is usuallysubjected to a great degree of friction are eliminated.

The shaft 27 of the electric motor is provided with a driving pinion 28which meshes with a gear 29 on the crank shaft 30 of the pulsator. Thiscrank shaft 30 is further provided with a gear 31 which meshes with agear 32 on one end of a horizontal shaft mounted in suitable bearings inthe truck. The other end of this shaft 33 is provided with a bevel gear34 which meshes with and is arranged to drive two bevel gears 35, 36, inopposite directions. These bevel gears are loosely mounted on ahorizontal drive shaft 37 having worm and gear connections 38, 39, withthe truck axles 2 and 3, the bevel gears 35, 36, forming part of twofriction clutches, the sliding members 40, 41 of which are keyed torotate with the shaft 37 and arranged to be interlocked with thefriction members 42, 43, of the said bevel gears. Each of these frictionmembers is arranged as shown in Fig. 5, which illustrates the clutch 40,42, in which the member 42- normally rotates with its gear by beingfrictionally clamped between a flange of the gear 35 and a springpressedring 42* secured to the interior of a cylindrical casing 42*. Thesemovable clutch members have operating levers 44, 45, connected by a rod46 so that they are moved simultaneously. This rod 46 is provided withthree notches 47, one of which is arranged to be engaged by aspring-pressed locking ball 48 for yieldingly holding the one or theother of the clutches in its operative position or both of the clutchesin their inoperative positions. One of these levers may be provided witha handle 49. hen desired, these clutches may be operated from either oftwo different points in the front of the'machine, as follows. Two shortrock shafts 50 are mounted in the truck, each shaft being provided withan inner arm 51 engaged with the rod 46 and an outer socket arm. 52 forthe reception of the inner end of a removable hand lever.

The gear 32 is held on the tapered end 33* of the horizontal shaft 33 ofthe truck driving mechanism, by friction only, instead of by keying thegear to the shaft so that when any undue strain is imparted to the saidgear, it will slip on the shaft and thus prevent the stripping of theteeth from any of the gears. This gear 32 is shown herein as clamped onthe shaft 33 by a nut 32*.

By providing a free passage for the air between the flexible tubes andthe work and pulsator cylinders, I am enabled to produce resultssuperior to those heretofore produced both in the economy of operationand in effectiveness of operation. Take for instance, the gradualreduction in the area of the ports leading from the pulsator cylinder tothe tubes; as the pulsator piston advances, the air just in front of thepiston moves comparatively slowlv. As the air passes through the porttoward the tube, it will accelerate uniformly because of the gradualreduction in the area of the port so that when it reaches the tube, itwill be traveling at a relatively high velocity. This arrangenient ofthe ports reduces the air friction to a inininiuni and absolutelyprevents the friction and consetuient heating of the air owing to itscontact with abrupt edges or abruptturns in its course. It is evidentthat these ports nra be constructed in many diii'erent forms the gist ofthe invention lying in the fact that the greatest possible amount oienergy is t illlSlllltllQtl to the tool from a predetern'iined amount ofmotive power.

The parts shown and described but not claimed herein. which relate tothe inechanisin whereby the truck driving; means and the pulsator areboth driven from a single. pinion at one end of the motor shaft forpermitting motors of various styles, shapes and sizes to be used withoutchanging the other parts of the machine. form the subject inatter of adivisional application filed by me on the 6th day of April 1908, itsserial number being i25l35.

hat 1 claim is:

1. A. pulsator cylinder having its outer h rad provided with an annularpiston chamber port which gradually decrer in area as it leads from thesaid chainl'ier.

A pulsator cylinder having: its inner head provided with an annularpiston chamber port which gradually decreases in are: as it leads fromthe chamber.

23. A pulsator cylinder having both its outer and inner heads providedwith annular piston chamber ports which gradually decrease in area asthev lead from the chamber.

in testin'iony, that. I claim the foregoing as in invention. I havesigned in name in presence of two witnes. 1, this seventh day ofFebruary 1909.

ARTHUR H. GT 3SON.

\litnesses:

Ii. D. BhXwnLL. C. D. PAir'rinsoX.

